John francis small



J. F. SMALL. RAILWAY GATE.

(No Model.)

No. 599,020. Patented Feb. 15, 1898.

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' UNITED STATES Futon.

ATENT JOHN FRANCIS SMALL, OF CHICAGO, ILLINOIS, ASSIGNOR TO MARYAE. H.

BUTTER, OF

SAME PLACE.

RAILWAY-GAT E.

SPECIFICATION forming pare of Letters Patent No. 599,020, dated February 15, 1898.

Application filed March 19, 1895. Serial No. 542,330.. (No model.)

To a/ZZ zuwwt t may concern:

Be it known that I, JOHN FRANCIS SMALL,

residing at Chicago, Cook county, Illinois, have invented certain new and useful Improvements in Railway-Gates, of-which the following is a specication.

The ,object of my'invention is to provide simple, reliable, and efficient electrical means for operating railway-gates; and my invention consists in the features and details of construction hereinafter described and claimed.

In the drawings, Figure I is a sectional elevation of a gate post or pillar, showing my mechanism in position; Fig.2, a sectional elevation taken on the' irregular line 22 of Fig. I, and Fig. 3 a diagrammatic view of a railway-track and electricalcircuits when my gate is designed to be operated automatically by moving cars.

In erecting my improved gate I first construct a hollow post or pillarA of the proper shape and dimensions to accommodate the operative parts hereinafter set forth. An ordinary gravity gate-arm B, provided with a counterbalance B', is suitably journaled lor mounted in the post. A double lever or rockarm C is provided with a hub or sleeve C', whereby it may be rigidly though ad justably secured to the gate-arm shaft.

At proper points Within the post I secure hangers or brackets ct a', to whichare secured curved solenoids D D', respectively, arranged on the are of a circle, of which, the lever C might constitute a diameter and the'shaft b the center. As shown in Fig. I, these solenoids extend from their brackets in a reverse direction. On one free end of the lever C, I bolt or otherwise securely attach a solenoidal core d, correspondingin curvature to that of its solenoid D. Upon the other end of the lever I mount a similar solenoidal core d', adapted to enter'the solenoid D'.

Upon the leverIprovide, preferably, a lug or projection c, adapted by engaging with suitable catch mechanism to retain the gatearm in a lowered position independent of the action ofthe solenoids. This mechanism consists of a suitable electromagnet E,'mounted upon a bracket E' within the post and controlling the pivoted armature e, which is provided with a right-angled upright piece e',

having a projection or shoulder e2 at its free end, vwhich extends .in the path of travel of the lug c.

I prefer to employ double solenoids, as shown in the drawings, although a single one of sufficient strength will be found practical.

fer to couple or join them in series by means of conductors leading from a suitable source of electric supply. The solenoids are arranged-in a normally open circuit, Which may be closed by a gate-tender or automatically .by means of the moving cars themselves.

In Fig. 3 I haveV shown the electrical circuits which may be used to operate the gates in an automatic. manner. At suitable distances at either side of the railway-crossing and contiguous to' the rail F of the track are placed ordinary circuit-closers G'G', operated by passing cars. The posts and accompanying parts heretofore described' are generally four in number at each crossing, and in Fig. 3 I have shown the operative parts of tw'o of them, the construction of all being similar. The two solenoids D2 and D3 in the right-hand gate, Fig. 3, magnet E2, and the lever C2 correspond to the solenoids D D', magnet E, and lever C, respectively, of the other gate. The lsolenoids are located in a circuit composed of conductors 1, 2, 3, and 4, circuit-closer G, and battery H. lThe magnet E is interposed ina circuit composed of conductors 5, 6,7, and 8, circuit-closer G', and battery H.

As before stated, the gate may be operated in any manner by closing the solenoid-circuit; but I will proceed to describe its preferred method of operationthat is, automatically by the movements of the cars upon the track. Assuming that a car is approaching the cross- G will be operatedand the solenoids energized, whereby the cores will be attracted or sucked into the solenoids. The gate-arm will therefore be rocked in a positive manner to a lowered position, so as to extend over and guard the crossing. As soon as the gate-arm has been rocked sufficiently the lug c will engage the shoulder e2 and be locked thereby in such lowered position independent ofthe solenoids. When the train or car has reached and actuated the circuit-closer G', the mag- In case of the use of double solenoids I preing from the right, Fig. 3, the circuit-closer ICO net will become energized and attract its armature e, thereby releasing' the catch and permitting the gate-arm to resume its normal substantially upright position.

My gate operatin g mechanism possesses many advantages and is positive and reliable in operation. One principal feature, is the attachment of the mechanism direct to the bearing-shaft of the gate-arm, so that the solenoids have a heavy and immediate purchase thereupon. Moreover, by slight mechanical changes in structure the armsof the lever C may be made longer, so as to increase the leverage to the extent desired. Furthermore, the parts are so constructed and disposed as to constitute 'a simple and compact gate devoid of overhead or underground conn ect-ions except the electrical conduits for the Wires.

For the purpose of clearness and brevity I have shown and described a normally upright gate-arm with its mechanism arranged in a normally open circuit; but it is obvious that it may be arranged in a normally closed circuit in connection With a gate-arm Whose uninfluenced position is over the crossing. I do not therefore limit myself in any respect to the use of a normally open circuit.

Although I have described more or less precise forms and details of construction7 I do not intend to be understood as limiting myself thereto, as I contemplate changes in form, the proportion of parts, and the substitution of equivalents as circumstances may suggest or render expedient without departing from the spirit of my invention.

I claim- 1. In a railway-gate, the combination of a pivoted gate-ar1n, alever-arm secured directly thereto, a curved solenoid, a correspondinglycurved core mounted upon the lever-'arm and electrically-controlled means forl holding the gate in a lowered position independent of the solenoid.

2. In a railway-gate, the combination of a gate-arm provided with a bearing-shaft, a lever-arm rigidly secured directly to the shaft, a curved solenoid arranged in an electrical circuit, a correspondingly-curved core mounted upon the lever-arm, and catch mechanism adapted to retain the gate-arm in a lowered position independent of the solenoid.

3. In a railway-gate, the combination of a gate-arm provided with a bearing-shaft, a double lever-arm rigidly secured directly to the shaft, curved solenoids arranged in an electrical circuit, correspondinglycurved solenoidal cores secured upon the free ends of the lever-arm catch mechanism adapted to retain the gate-arm in a lowered position independent of the action of the solenoids and electrically controlled means for disengagingfthe catch mechanism.

4. In a railway-gate, the combination of a pivoted gate-arm provided with a bearingshaft Z), a double lever-arm C rigidly secured directly to the shaft, curved solenoidal cores d d arranged upon the lever-arm, correspondingly-curved solenoids D, D' arranged in the path of travel of the cores, a lug or projection c arranged upon the lever-arm, an armature- -lever c provided with a shoulder e2 adapted to engage the lug and a magnet E adapted to operate the armature-lever and disen gage the parts.

JOHN FRANCIS SMALL. "Witnesses:

SAMUEL E. HIBBEN, ELsIE NEMETT, 

